Train-stopping mechanism for block-signaling systems.



M. CONRAD & W. G. KELLY.

TRAIN STOPPING MECHANISM FOR BLOCK SIGNALING SYSTEMS.

APPLICATION FILED A1=11.11,1911,

1,031,672. Patented July 2,1912.A

2 SHEBTSSHEBT 2.

E? Z@ 52g l M1 nm M n l u way uw 9 52 5/ z5 Z2; M0 77 265 WITNESSES l l/g/ J/ N Afro/mers UNITED STATES PATENT OFFICE.

MARK CONRAD, OF ADRIAN, MICHIGAN, AND WILLIAM G. KELLY, OF WINSLOW,ARIZONA.

TRAINSTOPPING MECHANISM FOR BLOCK-SIGNALING SYSTEMS.

Specication of Letters Patent.

Patented July 2, 1912.

Original application led September 2, 1910, Serial No. 580.159. Dividedand this application filedv April 1l, 1911. Serial No. 620.269.

To (LU whom, it may concern.

Be it known that we, MARK Comun. a citizen of the United States, and aresident of Adrian, in the county of Lenawee and State of. Michigan, and'ILLUM G. KELLY, a citizen of the United States, and a resident oflvinsloiv, in the county of Navajo and State of Arizona, have madecertain new and useful Improven ents in Train-Stopping Mechanism forlock-Signaling Systems, of which the following is a specification.

means by which the oncoming train may f be automatically stopped if theblock is not clear.

i Other objects and advantages will appear in the followingspecification, and the novel features of the device will be particularlypointed out in the appended claims.

Our invention is illustrated in the accompanying drawings forming partof this application, in which similar reference characters indicate likeparts in the several views, and in which-'- Figure 1 is a rear view ofthe boiler in an engine showin the automatic throttle actuating lever,ign 2 is a plan view of the lever and `a.portion of the boiler shown inFig. 8, Fi 3 is a perspective view showing the cylinder for operatingthe automatic throttle lever, together with the valve in the steam pipe,Fig. 4 is a section through the steam dome showing the stand pipe andthe automatic valve therein, Fig. 5 is a. side view partly in sect-ionshowing the operating mechanism for the train line cut-out cock and theair cylinder controlled thereby, Fig. fi is a similar View showing thecut-out cock in a shifted position and the piston of the air cylinder inits forward position, Fig. 7 is a perspective view showing a fragmentaryportion ot' the cutout cock. and Fig. S is an enlarged side vicw.showingr the actuating mechanism for the cut-out cock.

The train stopping mechanism which forms the subject of the presentapplication is designed to work in connection with the electric blocksignalingr system 4set forth in.

our prior application #580,159 above ret'tll'cd to.

The engine is provided with a lnotor which is actuated b v means of alocal batteiv (not shown) when the circuits leading from the battery areclosed. The means by which these circuits arc closed is treated inanother application. thc present application being confined to themechanism for stopping the train when the local circuit is closed.

Referring now to Figs. 5. 6. i' and S, M denotesI the motor justreferred to. (ln the shaft ot' thc motor hl is a gear 1V. which mesheswith a larger gear 1T on a shaftlT. A\ ratchet wheel 1S is looselymounted on the shaft 1TL and has connected with it an integral gear if).gear 1T is a pa wl '20. a portion of which constitutes an armature for amagnet Q1. which is carried by the gear 17 on one side thereof. Mountedon the shaft 17a, but insulated therefrom b v suitable insulation, isthe contact ring 1T". This ring is adapted to be engaged bythe brush 1Tx(as shown in Fig. S) which may be arried by any convenient portion ofthe frame of the device. At the opposite end of the .shaft 1T is a ring1T, which is in electrical communication with the shaft. and which isengaged by'a brush 17".` similar to the brush 1T". As `vill be seen fromFig. S, the motor MD and the magnet 21 are connected up in series, thering 17h being connected with the magnet by means of the conductor 21a.The pawl Q0 is arranged to engage the teeth on the ratchet wheel 1S.when the magnet 20 is actuated, but is normally held b v means of aspring 22 out ofvengagement with the teeth. The teeth 19 are arranged toengage a segment 23, which is pivotally mounted on a shaft Q4, as shownin Fig. S. This shaft 2l extends into a casing 25 bearing a cut-out S26.'Ihe latter is provided with a central passage QG for permitting the airof the train pipe to haie accessto the engineers brake valve 2T (seeFig. G). This cntfout valve is Iivotally secured to the- At 33, we haveshown an automatic release valve, .which will permit air in the cylinder28 to escape when. the pressure is over a certain amount.

In Fig. 3, we have shown the lever 31, which is connected with thepiston rod 30. This lever is connected by a link Bal, to the end of alever 35, which is pivotally mounted at 3G on the boiler head. The lever35 in turn is connected by means of a link 37 to an arm 3S, whichcontrols the throttle valve 39.

The latter is disposed in the stand pipe 40.

In Fig. 4, we have shown t-he valve 39 as being between the cngineersthrottle valve 41 and the dry pipe 42 which forms aA continuation ot'the stand pipe 0. The purpose of disposing the valve 39 in this positionis to out ofi the control of the engine from the engineer so as torender the stoppage of the train absolutely automatic.

From the foregoing description of the various parts of the device theoperation thereof may be readily understood.

lVhen the train reaches certain sections of the track, current issupplied to the mot-or as stated above. The actuation of the motor Mturns the gear 16 see Fig. 5) thereby driving the gear 17. Since themagnet 21,

carried by the gear 17,. has pulled the pawl into engagement with theratchet Wheel 18,

the latter turns the gear 19 and the segment' 21 is shifted from theposition shown in Fig. 5 to that shown in Fig. 6. In Fig. 5, the eut-outcock is shown turned in a position so as to give the air from the trainpipe access to the brake valve, but the movement of the segment 21 intothe position shown in Fig. 6 turns the cut-out cock, so as to cut otfthe air from the engineers brake valve, and to permit the entrance ofair into the cylinder 28 by means of the small inlet 26b and the passage26a, which now register with the l' te 26e, leading to the cylinder28.The air admitted to the cylinder 28 forces the piston 29to the end ofthe cylinder against the tension of the spring 32. The movement of thepiston rod 30, as heretofore explained, in connection with Fig. 3,causes a rotation of the valve 39, thereby cutting ott' the steam fromthe dry pipe, leading to the cylinders. As the air continues to comeinto the interior of the cylinder 28 through the pipe 26, the pressurerises and the relief dents.

valve 33 now opens the cylinder to the atinosphcre.v thereby permittingthe train pipe to be drained enough so as to set the brakes. The releasevalve 33 may he gaged so to gradually apply the air, thus permitting thebrakes to set gradually and preventing acci- As long as the circuitthrough the motor M is kept closed, the motor will revolve and the gearwheel 19 will tend to shift the segment upwardly, but the segment passesoit from the gear, and thereby the gear revolves idly underneath thesegment. As soon as the engine is stopped, the engineer brings theswitch handle t into a neutral psition. thereby breaking the circuit ofthe motor M0. The retraction of the pawl 20 (see Fig. 6) allows thespring S1 to pull the segment downwardly. thereby rotating the cut-outcock into its original position, shown in Fig. 5. This brings the recess213 in regi-tration with the pipe 260 and pcrniits 'he air within thecylinder to exhaust through the opening 2.3 in the casing The spring 32pushes the piston to its original position and the throttle valve 39 isopened, the spring 37a (sec Fig. 2) on the rod 37 assisting the springin shifting thc throttle 3f) to its open position.

lWe claim:

1. In a train stopping mechanism, the combination with a brake valve,throttle lever and train pipe, of a branch pipe estabA lishingcommunication between said train pipe and said brake valve, a. cut-outvalve in said branch pipe for cutting od or admitting air to said brakevalve. means controlled by said cut-out valve for operating thethrottle'lever, and electrical means for operating said cut-out valve.

2. In a train stopping mechanism, the combination with the brake valve,throttle lever and train-pipe, of a branch pipe establishingcommunication between said train, pipe and said brake valve, a cut-outvalve in said branch pipe, a cylinder, a pipe connecting said cylinderwith said branch pipe, a piston in said cylinder, connections betweensaid piston and said throttle lever, and electrical means for operatingsaid cut-out valve, the movement of said cut-out valve serving to admitair to, or cut oil' air from said brake valve and said cylinder.

31 In a train stopping mechanism, the combination with the brake valve,throttle lever and train pipe, of a branch pipe establishingcommunication between said train pipe and said brake valve, a cut-outvalve in said branch pipe, a cylinder, a pipe connecting said cylinderwith said branch pipe, a piston in said cylinder, connections betweensaid piston and said throttle lever, and electrical means for operatingsaid cutout valve, said means comprising an electric motor, a train ofgears connected therewith, and a segment connected with said cut-out rahe. and arranged to xnesl't with one of said gears, the operation ot'said cuifout valve servingv to admit air to. or ont` oil" air from saidbrake. valre and said cylinder. i

l. '.lio combination with a train pipe, brake valve and throttle lever,of a branch pe bet een said train 1ipe and said brake valve, a valveeasing carried by said branch pipe, a cylinder, a piston there-in,connections between said piston and said throttle lei er, a pipeestablishing eoinmnnieation between said cylinder and said valve casing,and a three-Way eut-ont Valve disposed Wit-hin said valve casing, saidthree-Way @about ralve serving to establish communication between thetrain pipe and the brake Valve, and simultaneously to connectthe pipeleading,r from tbe cylinder with the outer atmosphere. when in oneposition, and to shut off eonnnnnieaion between the train pipe and thebrake valve, and simultaneously to estabiisi communication between thetrain pipe and tbe cylinder, in another position.

5. The roxnbination with the train pipe, brake valve, and throttlelever, ot a branch pipe eonneoting` said train pipe with said tirait-svalve, a valre easing disposed .in said brawl; pipe, a cylinder, pistonwithin said uyiiaeler., connections between said piston and saidthrottle lever for operatingi the later, a pipey establi 'lingcommunication between said Cylinder and said valve easing', a eut-ontvalve Within said valve easing for l controlling tlie admission ol a-irfrom the train pipe to said brake Valve and said cylinder7 and means foroperatingr said eut-ont valve, said means comprising a motor, a gear onthe axle of said motor, an auxiliary shaft', a` gear on said anxiliaij`shaft in mesh with Said first named gear, a pawl carried by the lastnamed gear, a ratchet loosely mounted on said auxiliary shaft, andarranged to be engaged by said pawl, a gear integral with said ratchetand a toothed segment mounted on the stein of said eut-ont valve anda1'- ranged to be driven by said lastv named gear. 6. ln a trainstopping mechanism, the Combination with a train pipe.. brake valve andthrottle lever. of pnennial n; means eonnected with said train pipe foroperating said throttle lever, said pneumatic meansl inoliiding a.cnt-ott' valve, and means tor oper ating said Cnt-oft valve, said meansinelndingf a motor, a' train of `ears between said motor and saideut-oilI valve, a magnet in series with said motor for controlling thetrain of gears. and means for amtnatirgY said magnet.

MARK CONRAD. TlIliLlQl/l (zr. KELLY Vitnesses to the signature of MarkConrad:

CLARKE E. BALnn n?,

Ynizo lil. Sn'mnr.

lViinesses to signature of "Win, G- Kelly:

lV P. Genn',

Washington, D. C."

